PT dyno chart and thoughts on tuning

[Gary C]

http://www.imagestation.com/picture/...3/fca3e347.jpg
take that and add .orig.jpg to the end to get the *FULL* size image.

All told i'm very pleased with a *STOCK* GT cruiser putting down 209HP and 248lb/ft to the wheels
There are a few things i'm *not* pleased with, that being it running at 10:1 for the a/f ratio. That's *VERY* rich and i know why chrysler did it, but there is quite a bit of power to be had by thinning out the a/f curve. I'm shooting to have an S-AFC installed within the end of the month to thin out the curve then slap it back on the dyno with the only addition being the AFC, and a/f meter & EGT gauge to help gauge it, in order to safely thin out the fueling on stock boost. The other thing I'm looking into is going to a manual boost controller to keep the boost from droping off near red-line and crank it up a lb or two.
After that comes the full 3" turbo back exhuast that the PT goes in for the estimate for on Friday. Once that's done it will be put back on the dyno to see the difference in the setups.
it's a *very* rich running motor from the factory which is a plus, as adding an exhaust, intake, and cranking up the boost a little bit should help it not only run closer to stoic but also produce a bit more power and help smooth out the power curves.

[Dreamin2]

Thats alot of power frokm stock. Sounds like you know what your doing also. Keep us posted.

[Powertrip]

It's great to see some real Dyno runs on a new GT.
Hooking up the AFC will be a treat though -- the unit doesn't seem to like the PT's ignition much, and has a tough time at idle.

Keep postin' on your progress!

Brad

[rockstr3]

so if it is getting 209hp at the wheels, what is the flywheel hp?

[Powertrip]

Add about 20%

[Gary C]

Brad-
any hints on how to hook up an AFC to the ecu on the GT?
the shop i'm dealing with has done plenty on Neon's running Hahn turbo kits but has never even dealt into the ECU of a 2.4T from the neon or PT. So, any hints will be *greatly* appreciated.
thanks much in advance

[iis2see]

Will the intake manlfold your using be better than the SRT-4 turbo manifold , if not will you be changing to it?

[Gary C]

actually i'll still be using the stock intake manifold, what i'll be switching is the mess of plastic chrysler calls the 'air intake' system with the 'chambered' design to cut down on the 'turbo noise' or however they worded it in the catalog/website.

[Powertrip]

Originally posted by Gary C
Brad-
any hints on how to hook up an AFC to the ecu on the GT?
the shop i'm dealing with has done plenty on Neon's running Hahn turbo kits but has never even dealt into the ECU of a 2.4T from the neon or PT. So, any hints will be *greatly* appreciated.
thanks much in advance

We all know that the ignition system on the GT is completely different from anything Chrysler has built to date (excluding the SRT4). It is however, more simmilar now to what they have been doing in the Japanese engines, i.e. better crank trigger system.

That being said, I am sure it will be easier to interface with the GT than it has been on the regular PT. We may stil have to fight to get a good clean Tach signal, but that being said if you use an external box like a Hi6-Di2 it has the needed outputs anyhow.

(That really wasn't much help was it? lol.)

Brad

[Gary C]

Thanks though every little bit is much appreciated.
I'll keep y'all updated as things progress. I decided to go with a full stainless steel 3" exhaust, with a high flow cat, from the turbo back.
Reason being, the turbo itself will be upgraded down the road, so why buy a larger exhuast when i *finally* have the ability to start outflowing a 2.5" exhaust.
It will be dyno'd as soon as the exhaust is put on, and then i'll be sure to put the chart up.
After that (and my wallet recovery time.. the turbo back, mandrel bent, full stainless system with a very nice straight through 3" inlet and 3" outlet muffler, along with the random tech. cat, redoing the flex joint, plus lots of other nifty 4g63 race derived tricks is a LOT of $$$$ ) I'll be hooking up a manual boost control to it and seeing how much/badly the ECU retards the timing up top when hooked up to an OBDII scanner. If it doesn't pull the timing too severly the boost will slowly be increased untill I have the satisfaction of knowing that the little turbo is out of it's or right on the door step of being out of the efficency range. That coupled with the AFC and Ignition setup should allow not necs. more power, but a smoother powerband, with a better fuel curve. (and the basis for more power down the road, which is how i build them, build the 'tech' end and supporting mods before you slap on a big blower and crank the boost. Melted and ovalized pistons aren't exactly what i'm looking for. )